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w. s. LEVIN. AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED APR. 24. I9I 7.

jIat-ented June 3, 1919.

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APPLICATION FILED APR. 24, 1917..

Patented June 3, 1919.

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AUTOMATIC BLOCK SIGNAL SYSTEM.

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AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED APR. 24. I917.

1,305,383. Patented June 3, 1919.

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l/VVE/VTOR' 1 W W. S. LEVIN; AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLICATION men APR. 24. 19:1.

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AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED APR- 24.19M-

1 ,305, 383. Patented June 3, 1919.

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UNITED STATES PATENT oFFioE.

WALTER S. LEVIN, OF SAN FRANCISCO, C

SAFETY APPLIANCE COMPANY, OF SAN FRANCISCQ'CALIFORNIA,

TION OF CALIFORNIA.

AUTOMATIC BLOC Specification of Letters Patent.

ALIFOBNIA, ASSIGNOR TOTI-IE NATIONAL A CORPORA- K-SIGNAL SYSTEM.

Patented June 3, 1919.

Application filed April 24, 19l7. 7 Serial No. 164,134.

ments in Automatic Block-Signal Systems,

of which the following is a specification.

The engine equipment which may be used with this system is disclosed in my co-pending application Serial No. 23,587, filed April 2%th, 1915. The present application is in 3 part a continuation of my application Serial No. 37142 filed June 30th,1915

The invention to be hereinafter described relates to an automatic block signal system 'which I have designed for use with an engine equipment consisting of devices respecjtively for effecting visible and audible signals and for automatically applying air The invention more particularlyrelates'to an improved combination including a track magnet, a time limit relay and a track device to be operated by the train forcontrolling the circuit of the time limit relay.

One of the objects of my invention is to insure accuracy of operation by providing means for controlling the operation of the track magnet.

Another object is to provide. a time limit relay so connected with the circuit of the track magnet that the,proper danger and stop signals will bedisplayed even though the time limit relay should fail to operate in the proper manner. A

Another object is to provide inthe circuit a time limit relay which will be certain and eft'estive in its operation atall times irrespective of weather conditions, but at the same time the improved time limit relay is so connected in circuit that should it for.

' Other objects will appear to those skilled in the art from the description taken in connection with the accompanying drawings in which the same reference characters indicate the same parts in the several views.

Referring to the drawings: Figure 1 is .a diagrammatic view of that portion of a block signal system including a line of track, a track magnet, a make and break track device and an improved time limit relay,

time limit relay, parts being broken away.

Fig. 8 is an elevation of the time limit relay viewed from the side opposite to that shown in Fig. 2, the protective casing being shown insection.

Fig. 4 is a vertical section on line 4-4 of Fig. 2.

Fig. 5 is a horizontal section on line 5 5 of Fig. 2. i I v w Fig. 6 isa horizontal section on line 66 of Fig. 2. y

Fig. 7 is a; longitudinal section on line 7 7 of Figs. 2 and 5.

Fig. 8 is a sectlon on line 88 of Fig. 7

' Fig. 9 is a detail.

Fig. l0 is a'perspective view partly broken away of an oscillating contact shown diagrammatically on the right of Fig. 1 and marked 32.

Fig. 2 is a slde elevation of my improved Fig. 11 is a transverse section of the contact element shown at the right of Fig. 1 and marked 37. y V

Fig. 12 is a detail view of the lower end of the barter producing the step by step motion.

Fig. '13 is a detail in horizontal section on line 1313 of Fig. 9 of the rock shaft and the rocking contact and carried thereby.

As is usual in rail-road signal systems, the track is divided into a' plurality of blocks, each block being insulated one from the other at suitablerail joints and the section of track between thepoints A and B operating medium in Fig. lie to be'here considered as a section of track in one of those blocks. At each signal location (Fig. 1) the low resistance magnet 1 which controls the time limit relay is in circuit with a track device and battery 59 and so arranged that upon the approach of a train, the energizing current from the battery 52 for the track magnet 54 is thrown upon the same and the circuit is kept closed for a pre-determined time and then opened by the means hereinafter described. Means are also providedso that in case the controlling circuit for the low resistance magnet 1 is kept open or shunted for a longer period than is necessary for the proper delivery of a signal, the current for the trackmagnet is kept off until such time as the controlling circuit for the low resistance magnet 1 has been restored to its normal condition.

As will be hereinafter described all lever contacts aremagnetically locked in position while the current is being supplied to the track magnet so that no trouble can occur by reason of anycontact vibrating or opening prematurely. The operation oftlie tim ing device is separate and distinct from the rest of the mechanisms inasmuchas the non operation of this portion o'f-the mechanisms will not prevent the delivery of a signal.

The main operating circuits illustrated in Fig. 1, will nowbe described.

The low resistance controlling magnet 1 is connected with a .battery 59 by the wire=6 to the terminal T then by wire 60 to the battery 59 thence by wire 58-to'thearm 57 of the track device 70 thencethroughthe lever 56 of the track device 70 to the contact 61 by wire 61 to terminal T thence by wire 7 to the magnet 1 completing the circuit. The opening of the circuit between the lever 56 and contact 61 of the track device 7 0' causes the magnet 1 to drop its armature levers 10 and 48. The track magnet:54 isconnected 'to the battery 52 by a wire 53 thence by wire 51 to terminal T thence by wire 62 to contact 43 thence by lever 44 to wire 45 thence to the lever 10 to contact 11 at which point the circuit is normally open but protected by a high resistance protective relay ='illustrated but not particularly described.

From the contact '11 the circuit is continued by the wire 12 to the wire 13 then cc to the terminal T thence by wire 55 to the track magnet 54 completing the circuit. \Vhen the magnet 1 is deenergized thereby causing thearmature lever 10 to drop, the circuit is thus closed between the lever 10 and the contact 11 thereby supplying the track magnet with current. This current is kept'on until the rack 64descends and depresses the end of the lever 44 thus opening the circuit between-the lever 44 and the contact 43. This contact is kept open until the ra k 64 is restored to its normal position as will be hereinafter described.

by wires 13 and 12 tocontact 1 1 With the magnet 1 energized, the circuit from one pole of the battery 52 is complete up to the lever 10 and from the other pole of the battery up to contact 11. The protective relay is normally connected across this open circuit between the contact 9 and the contact '11 by wire '8 to terminal T thence by wire 80 to the coil 90 of the protective relay through this coil and thence by wires 130-and 130" to the terminal T thence completing the circuit.

Any breakage on the part of the track magnet circuit "or loss of battery power below a predetermined point will cause this protective relay to drop away thus setting a suitable warning signal.

It will be noted that although the protective relay is normally in circuit with the track magnet 54, the electrical resistance of said protective relay is so high that the amount of current passing throughrthe track magnet is negligibleand quite insuliicient to energize saidtrack magnet, so that, for the purposes of this invention, the circuit including the .trackmagnet .may be considered open-circuitedrat 10, 11 until a passing train causes the magnet to be deenergized.

The timing magnet 3 is connected in c1rcuit as follows through thecontact sector 32 to the brush contact 30 thenceiby wire 47 tothe contact 46 where the circuit is normally open. From thecontact 46 the circuit when-closed is by ilever 48 and wire 49 to-the terminal T and wire 51'back to the-battery 52-thus completing thecircuit.

In operation, when the magnet 1 is deenergized thus causing'the lever 48 to drop and close the circuit between the lever 48 and the contact 46,'the magnet 3 is energized thus attracting the armature 39 which is connected by a short lever 38 to the rocking contact 37.

Asthe armature 39 reaches the top of its stroke, it breaks the circuit of magnet 3 by the operationofthewocking contact 37 thus causing the armature 39 to drop and close :the'circuit again as it reaches the bottom of its stroke.

The reciprocatlng movement of the armature 39 is utilized by means of suitable connections to be hereinafter more particularly taking place, the shaft 162 on which the sector contacts 32, 33 and 34 are mounted, is slowly rocked by means of a connecting rod 160 operatively connected .to a shaft and gearing hereinafter described. The sector contact 32 is so arranged that at the time that the lever 44 is depressed by the rack 64, the circuit of the magnet 3 is opened by breaking the electrical connection between the contact 32 and brushes 30 and 31, thus stopping the further movement of the rack 64. The sector contact remains in this position until it is restored to normal by the operation of the magnet 2 which re-sets the sector in its original position.

As above described, the moving contacts which are liable to be affected by vibration are mechanically locked in position. lhis is found to be necessary for successful operation with high speed trains, particularly when the ballast of the road is not of the best and the resulting vibration at high. speeds is consequently very heavy.

In the present installation two of these locking magnets are used. One at 4 for locking the armature levers 10 and 48 and one at 5 for locking the lever 44. The circuits of these locking magnets are as follows From the battery 52 by wire 50 to the terminal T thence by Wire 22 to the point 22', by the wire 23 to the magnet 4 and by the wire 24, to the magnet 5. From the magnet 4 by the wire 26 and from the magnet 5 by the wires 25 and 26 to wire 27 to the brush 28, throu h the contact sector 33 to the brush 29 thence by wire 47 to the contact 46 where the circuit is normally open. From the contact 46 by the lever 48 and the wire 49 to the terminal T thence by wire 51 to the battery 52 thus completing the circuit.

When the magnet 1 is deenergized, allowing the lever 48 to drop and close the contact 46, it thereby energizes the magnets 4 and 5 through the circuits described, the result being to magnetically lock the levers 10 and 48 and also the lever 44 securely in position during the time that current is being supplied to the track magnet. As the shaft 162 carrying the sector contact33 is rocked by the timing device, it opens the circuit at the end of its travel and de'elnergizes the magnets 4 and 5 releasing their respective contact levers and allowing them to return to their normal positions as soon as the magnet 1 is again energized. The resetting of thesector contact 33 by the plunger magnet again closes the contact between the brushes 28 and 29, but no further consumption of current takes place in the locking magnets as their circuit has previously been opened between the lever 48 and the contact 46.

The sole purpose of the plunger magnet 2 er the time limit relay is tn raise the reels Y contacts 32, tions, the contact the magnet 64 to its full height and to restore the lever 44 and the sector contacts 32, 33 and 34 to their normal positions.

The circuit of this magnet is as follows From the'battery 52 by the wire 50 to the terminal T thence by wires 22 and 21 to the magnet 2 thence by wire 20 to the brush 19 to the sector contact 34 at which point the circuit is normally open. From the contact 34 to the contact 18 by wire 17 to the contact 16, thence by the lever 48 and the wire 49 to the terminal T thence by wire 51 to the battery 52 completing the circuit. As the rack 64 descends by reason of the operation of the time magnet 3, it slowly revolves the shaft on which the sector contact 34 is mounted by means which will be hereinafter described, so that when the rack reaches the end of its travel, the contact between the brushes 18 and 19 is closed by the sector contact 34, but the magnet 2 is not energized as its circuit has been opened between the lever 48 and the contact 16 by reason of the magnet 1 being deenergized allowing the lever to drop. As soon as a train has passed the track device 7 0 the contact between 56 and 61 is restored and the magnet 1 is energized which results in the closing of the contact between the lever 48 and the contact 16; the magnet 2 is then energized, thereby attracting the solenoid plunger 63 to which the rack 64 is attached, to raise the rack. The upward motion of the rack 64 is transmitted to the system of gearing by the sector spur gear 65, theresult being that because of the raising of the rack 64 to its full height of travel, the restoring under gravity of the lever 44 to its normal position and the moving of the sector 33 and 34 to their normal posi- 34 at the end of its travel being in such a position that it opens the circuit of the magnet 2 between the brushes 18 and 19 so that no further consumption of current takes place. The movement of the plunger 63 is very rapid, requiring only. a

fraction of a second to complete its travel upward when 2 is energized.

The object of the above described mechanisms is to insure an operative current energizing the track magnet 54 for a pre-determined period of time. This result is accomplished in the following manner I The train on the track A-B operates the track device 7 0 thereby deenergizing the magnet 1 which closes the circuit of the track magnet and energizes the same. The period of this energization of the track magnet is controlled by the operation of the, magnet 3 which magnet is also energized when 1 is deenergized, thereby attracting the armature 39 thereof. 7

When the armature 39 of the magnet3' is attracted to'the magnet, the circuit isimc mentarily k tchen, erelcyv permitting thstherefrom clocks 110 and said armature to drop under gravity, which action closes the circuit thus causing the armature to be again attracted to the magnet 3. This reciprocation of the armature by means of mechanical connections rocks the shaft 162 on which the sectors 32, 33 and 34 are mounted and the reciprocating motion of the armature 39 is continued until the circuit is bro-ken between the brushes 30 and 31 on the sector contact 32. During the reciprocatory movement of the armature 39, the magnet 2 is decnergized thereby permitting the rack 64 to slowly descend and at the end of its travel to break the circuit of the track magnet at 43 by rocking the lever 44.

The parts of the magnet 2 are then returned to their normal position by reason of the fact that the magnet 2 is reenergized when the brush contacts 18 and 19 make contact with the sector 34, (which contact is made when the contact between the brushes 30 and 31 and sector 32 is broken) provided that, at that time, the contact arm or lever 48 has already been attracted by the magnet 1, which has been reenergized owing to the fact that the entire train has passed over the track device 70. It should be here stated that in the interval of operation, the magnets 4 and 5 are energized to lock the respective armatures due to the fact that the circuit in which the brushes 28 and 29 and sector 33 are included, is closed by the contact of the said brushes with the sector 33.

The mechanisms of the time limit relay used in the above described circuits will now be described, reference being had to Figs. 2 to 11 inclusive.

The several magnets and mechanisms which comprise the time limit relay and the controlling magnet 1 with its armatures are designed and constructed so as to form a single unit which is inclosed in a. suitable dust-proof casing.

The top plate 100 of this unit has depend; ing therefrom three pairs of oppositely arranged pillars 101, which support a midplate 102 and bottom cross bars 103. The

condensers 14 are supported by the cross bars 103. The magnets land 3 and the solenoid 2 are secured to the upper face of the top plate 100 and the locking magnet 4 is supported by brackets 104 which are secured to theunder-side of said top plate. Located below the magnet 1 is the armature (Figs. 5 and 2) provided with supportlng arms 106 which are pivoted at 107 to lugs 108 depending from the top plate.

The magnet 4 is provided with extended pole-pieces 109 which are adapted to attract and securely lock the armature 105 in contact therewith when said magnet 4 is energized. The contact arms 10 and 48 are-carried by the armature 105, being insulated 111 respectively. These arms are provided with suitable yieldable contact fingers 10 and 48" to insure good electrical connection. Carbon contacts 10 are also provided for the arm 10 for the same purpose.

The upper stationary contacts 9 and 16 (see Figs. 2 and 3) which co-act with the arms 10 and 48 respectively are secured to the top-plate, being insulated therefrom by blocks 112 as shown. The lower contacts 11 and 46 are carried by brackets 11" and 46 which are similarly carried by the top-plate and insulated therefrom by blocks 113.

From the foregoing, it is evident that when the magnet 1 is energized, the armaturc 105 will be attracted and will rock on its pivots 107, thereby causing the contact arms 10 and 48 carried thereby to make connection with the stationary contacts 9 and 16. Similarly when the magnet 1 is deem ergized, the aforesaid connections'will be broken and connection will be made with the contacts 11 and 46. When these latter connections are made, the magnet 4 will be energized as set forth in the above circuit description, thus securely locking the contacts in their operative position to preclude the accidental opening of the circuit by the vi bration of passing trains or other causes.

The mechanism for making and breaking of certain circuits after a pre-determined period of time has elapsed, will now be described.

The magnet 3 which is secured to the topplate 100 co-acts with the armature 39 which is provided with a downwardly extending arm 120 and said arm is mounted for a vertical movement in guides 121 secured to a bracket 122 secured to the mid-plate 102.

At its lower end the arm 120 is slotted out as at 120 and provided with two pins 123 and 124. At the eXtreme end of the arm, a pawl 125 is provided for the purpose of giving a step by step motion to the mechanism to be presently described.

A short shaft 126 at one end is journaled in the bracket 122 and at its other end to an ofi-set bracket 127 securedto the said bracket 122. An arm 128 is secured to the shaft 126, and it is provided at its free end with a pin 129 which projects into the slot 120 in the arm 120 between the pins 123 and 124. A portion of the shaft 126 is enlarged and formed square in cross section as shown at 129 for the reception of the rocking contact 37. ,This rocking contact 37 (referring to Fig. 11) comprises three parts 140, 141 and 142, all being insulated from each other and also from the shaft 129, but parts 140 and 141 are electrically connected by a pin 143.

The part 142 is wholly insulated from both the shaft 129 and also the parts 140 and 141.

As shown in Fig. 3, contact brushes 40 and suitably insulated are secured to a fore mentioned bracket 149.

152 is secured to one end of said shaft 150 bracket 144 carried by. the mid-plate 102. These brushes co-act with the peripheral faces of the rocking contact 37 in such a manner that the circuit from one brush to the other is alternately made and broken as the contact rocks on its shaft 126.

In the position shown in Fig. 3, the circuit between the brushes 40 and 36 is closed as the pin 143 connects the parts and 141 with which the said brushes 40 and 36 are in contact. However, when the shaft 126 is operated so that the parts 142 and 143 engage respectively the brushes 40 and 36, the circuit will be opened, due to the fact that the part 142 is entirely insulated from the other parts as clearly shown in Fig. 11.

As the magnet 3 is in circuit with the brushes 40 and 36, the making and breaking of this circuit will cause the armature v39 to repeatedly rise and fall, thereby reciprocating the arm 120, oscillating the arm 128 and rocking the shaft 126 on which the rocking contact 37 is secured.

A ratchet 145 and worm 146 are secured to the drive-shaft 147 journaled in the bearings 148 and 148 of the bracket 149 which latter is secured to the mid-plate 102.

Referring to Figs. 5, 7 and 8, located above the shaft 147 and at'right angles thereto, is the shaft 150 which is journaled in bearings 151 and 152 carried by the be- A crank arm and a ratchet 153 having a hub 154 on which a gear sector 65 is formed is secured to the other end of said. shaft by a pin 256. Loosely mounted on the shaft 150 between the bearing 151 and the ratchet 153 is a sleeve 156 having a disk 157 formed thereon. A plurality of spring-pressed pawls 158 are carried by the disk 157 for co-actio'n with the ratchet 153. A worm gear 159 is keyed to the sleeve 156 and is driven by the worm 146. The pitman 160 (Fig. 2) connects the crank arm 152 with a similar crank arm 161 which is secured to the sector contact carrying shaft 162 journaled in bearings 163 and 164 in the bracket 165.

Asshown in Fig. 4, the solenoid 2 is secured to the top plate 100 by a suitable bolt 170. This solenoid is provided with a double core 63 secured to a head 171 to which is fastened a depending bar 172 on which the rack 64 is formed.

In operation, the making and breaking of the circuit including the magnet 3, causes its armature 39, arm 120 and the pawl 125 to reciprocate, thereby intermittently rotating the shaft 147 by means of the ratchet 145. This rotation is transmitted to the disk 157 through the reduction worm gearing 146 and 159 and causes the said disk to slowly rotate in the direction of the arrow as shown in Fig. 8.

When the above action 1s taking .place, the

circuit of the solenoid 2 is open and thecore 63 and rack 64 of same are free to movedown by gravity, the rack 64, however,'being in mesh with the sector 65, cannot move down without driving the sector 65 which is preferably integral with the ratchet 153. As the movement of the ratchet in one direc-- tion is prevented by the pawls 158 carried by the disk 157 the rack therefore can onlymove down and drive the sector 65 when the. disk 157 is rotated in the direction of the arrow in Fig. 8. It is therefore evident that as the step-by-step movement of the armature 39 drives the worm gearing and the disk 157, that the ratchet will follow the pawls during the downward movement of said rack 64, and that when the solenoid 2 is energized, the rack will be permitted to rise and the pawls freely riding over the teeth, as the ratchet is thus driven in the opposite direction.

As the ratchet 153, sector 65 and the crank. arm 152 are all fixed to the same shaft, it is obvious that as the rack 64 descends, the crank arm 152 will receive a rocking motion in one direction and a similar motion in the opposite direction asthe rack ascends. The crank arm 152 being connected by the pit-. man 160 to a similar crank 161, it'is obvious that this crank will be. similarly operated, thereby rocking the shaft 162 which carries a plurality of circuit controllers herein designated as sector contacts, the construction of which will now be described. Three of these sector contacts are used in the relay and as their construction is identical, therefore a detailed description of one is deemed suflicient.

Referring to Figs. 5 and 10, said sector contacts are made in separate units of which 105 there are three, 32, 33 and 34 mounted on the shaft 162 and adapted to co-act with the pairs of brushes '3130; 29-28 and l918 respectively, which brushes are all insulated from each other and also from the bracket 110 175 to which they are secured. It will be seen that each sector contact is secured to the shaft 162 as an individual unit. The block 176 is secured to the shaft 162 by suitable screws 177. To an extension 178 of said 1 block is secured, but insulated therefrom, the metallic contact members 179, and 181, the members 180 and 181 being trans-. versely insulated midway between the ends of the contact 179 as at 182. A strip of in- 120 sulation 183 separates the contacts 180 and 181 from the contact 17 9. Y

With this construction of sector contacts, it is obvious that if a circuit includes a pair of brushes, oneof which rests on a contact 125' 179, the circuit will be completed through said contact member. Normally the circuit between brushes 18 and 19 is open at the sector contact, and the circuits between the brushes 28 and 29 is closed as is also th cir cuit between the brushes 30 and 31. WVhen the shaft 162 is rocked by the step by step gearing above described, the sector contacts will be rocked to their opposite positions thereby closing the circuit between the pairs of brushes, 18 and 19 and opening the circuit between the pairs of brushes 2829 and 3031. 7

Referring to Figs. 2 and 6, located below the mid-plate 102 and pivoted at 185 is the contact lever One end of this lever is provided with spring-contact fingers 1 1 to insure good electrical connection with the stationary contacts 43. At one end thereof said lever is fitted with an adjustable bolt 186, adapted to co-act with the end 61* of the rack 641. The armature 187 is secured between the pivots 185 and the contact fingers The locking magnet 5 is provided with extended pole pieces 188 which co-act with said armature 187 to securely lock the contacts it and 13 at the times set forth in the above circuit description. A suitable closed casing 190 and base 191 is provided to inclose all the mechanism below the top-plate 100 to exclude dust and other foreign matter.

From th foregoing, it will be seen that a compact and unique instrument has been produced for obtaining the results and functions above set forth, but it is to be understood that structural changes may be made without departing from the spirit and scope of my invention.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In an automatic signal system,-a track magnet, means operated by the train for energizing said track magnet, and a tuning device for dcnergizing said track magnet after a predetermined period of time, said track magnet being adapted to be initially energized without the intervening of said timing device.

2. In an automatic signal system, a track magnet, a circuit therefor, a timing device for controlling said circuit, and means operated by the train for energizing said track magnet for setting said timing device in condition to operate, the track magnet being adapted to be energized irrespective of a failure of said timing device to respond to the action of said train operated means.

3. In an automatic signal system, a track magnet, a timing device, and means operated by the train for simultaneously causing said track magnet to become energized and said timing device to become set in condition to operate.

4:. In an automatic signal system, a track magnet, a time limit relay, switches in cir-' cuit with said track magnet and time limit relay respectively, said switches being normally open, and means operated by the train for simultaneously closing said switches.

5. I11 an automatic signal system, a track magnet, a time limit relay, means operated by the train for energizing said track magnet and time limit relay, and a switch in circuit with said track magnet, said switch being adapted to be successively opened and closed during the operation of the time limit relay and then to remain closed until the succeeding operation of the time limit relay.

6. In an automatic signal system, a track magnet, a source of electrical energy therefor, a timing device in circuit with said track magnet and said source of electrical energy, means controlled by the timing device for breaking the circuit of the track magnet and means also controlled by the timing device for. locking said circuit closed.

7 In an automatic signal system, a track magnet, a source of electrical energy there for, a timing device in circuit with said track magnet, a make and break track device, a magnet in circuit therewith, means for making the circuit of the timing device and track magnet upon the breaking of the circuit of the track device.

8. In an automatic signal system, a track magnet, a source of electrical energy therefor, a timing device in circuit with said track magnet, a make and break track device, a magnet in circuit therewith, means for making the circuit of the timing device and track magnet upon the breaking of the circuit of the track device and means controlled by the timing device for holding the circuits of the track magnet and of the tint ing device closed.

9. In an automatic signal system, a track magnet, a source of electrical energy therefor, a timing device in circuit with said track magnet, said timing device consisting of a magnet and a solenoid, the operation of solenoid being controlled by the magnet, means for alternately energizing and deenergizing the magnet; an armature for the magnet, a circuit controlling device, mechanical connections between the armature and circuit controlling device, to move the circuit controller upon the reciprocation of the armature, means including the circuit controlling device for breaking the circuits of the magnet, and for making the circuit of the solenoid, and mechanical means operated by the solenoid to reset the circuit controlling device to its normal position.

10. In an automatic signal system, a track magnet, a circuit therefor, a time limit relay for controlling said circuit, said time limit relay including a magnet, a solenoid and a circuit controlling device, mechanical means between the armature of the magnet with the operating magnet and the circuit controlling 'deviceto slowly rock the circuit controller in one direction lay for controlling said circuit, said time limit relay including an operating magnet, a solenoid and a magnet for locking the circuit of the track magnet closed, the controller comprising a plurality of sector and brush contacts, one set of contacts controlling the circuit of the locking magnet, and the other sets of contracts controlling the circuit respectively of the solenoid and the operating magnet included in the time limit relay.

12. In an automatic signal system a track magnet, a time limit relay, including a solenoid, an operating magnet and a locking magnet, a brush controller respectively for the magnets and for the solenoid of the time limit relay, said controller being so constructed that the circuits for the locking magnet and the operating magnet will be closed when the circuit for the solenoid is open.

13. In an automatic signal system, a track magnet, a circuit therefor, a time limit relay for controlling said circuit, said time limit relay comprising a plurality of magnets, a controller shaft carrying sector contacts in circuit with said magnets, and means for rocking said controller shaft.

14:. In an automatic signal system a track magnet, a timing device including a shaft carrying a plurality of sector contacts, brushes in circuit with and engaging said contacts, and means for rocking said shaft to break said circuit.

15. In an automatic signal system, a track magnet, a time limit relay controlling said track magnet and including an operating magnet, a solenoid and a shaft carrying a plurality of sector contacts, means connected for slowly rocking said shaft in one direction and means connected with the solenoid for rapidly rocking said shaft in the opposite direction.

16. In an automatic signal system, a track magnet, a normally closed switch in circuit with said track magnet, a time limit relay including an operating magnet, a solenoid controlled by said operating magnet, and means actuated by said operating magnet to open said switch and actuated by said solenoid to restore said switch to closed position.

17. In an automatic signal system, a track magnet, a circuit therefor, a time limit relay including anoperatingmagnet, a solenoid and a magnet for locking the circuit of the track magnet closed, and a common source of 1 power for energizing said track magnet, solenoid and said operating and locking magnets."

18. In an automatic signal system, a track magnet, a circuit therefor, a time limit relay for controlling said circuit, said relay in cluding an operating magnet, a. solenoid and a magnet for locking the circuit of the track magnet closed, means operated by the train for energizing the track magnet and the operating magnet, means controlled by the operating magnet for breaking the circuit of the track magnet after a predetermined period of time, and means controlled by the solenoid for restoring said circuit breaking means to its closed position.

19. In an automatic signal system, a track magnet, means operated by the train for energizing said track magnet, a time limit relay for deenergizing said track magnet, said track magnet also being adapted to be energized even though the time limit relay is deenergized.

20. In an automatic signal system, a track magnet, a circuit therefor, a time limit relay for controlling said circuit, and means operated by the train for energizing said track magnet and time limit relay, said track magnet being adapted to be energized irrespective of the energizing of said time limit relay.

21. In an automatic signal system, a track magnet, a circuit therefor, a normally open switch and a normally closed switch in said circuit, means operated by the train for closing the normally open switch, and a timing device controlled by said train operated means for opening the normally closed I switch after a predetermined period of time and subsequently permitting the restoration of the latter switch to its closed position.

22. In an automatic signal system, a track magnet, a circuit therefor, a normally open switch and a normally closed switch in said circuit, means operated by the train for closing the normally open switch, a timing device controlled by said train operated means for opening the normally closed switch and subsequently permitting the restoration of the latter switch to its closed position, and electro-magnetic means controlled by said timing device for holding both switches in their closed positions.

23. In an automatic signal system, a track magnet, a circuit therefor, a source of energy in said circuit, a time limit relay adapted to control said circuit, a make-and-break track device, and means operated by said track de control said circuit, a make-andebreak track State of New York, this nineteenth day .of device, a magnet in circuit with said track April, 1-917. device, and tWo armatwre levers for the last mentioned magnet, one lever being in circuit VVAIJTER with the track magnet and the other in cir- In presence off cuit with the time limit relay. ISABEL R. RICHARDS,

Signed at borough of Manhattan, city and ZITA M. GRAHAM.

Copies of this patent may be obtained fpr five cents each, by a ddgeging the Qqgxnxigeioner of Patents,

w fih net 1 

